T his may well be the most significant 3.5-tonne van roadtest
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that CM has carried out for a good few years. While we've had a number of drives of Ford's crucial new Transit at various sites around the globe, this is the first opportunity to put it under the microscope in UK conditions. The word "crucial" is not used lightly. The latest Transit enters a totally different world from its most ancient ancestor, which appeared in I96. One factor is the increasing perception that Ford is no longer a "British" manufacturer, fuelled by recent coverage of the impending end of vehide production at Dagenham.
In fact by the autumn, when production begins at the Southampton plant, it will be responsible for a significant percentage of European Transit output.
But far more important is the opposition. In r965 the Transit was up against the likes of the Bedford CA and the BMC J4. Apart from a relatively ineffective challenge from General Motors' Bedford CF, Ford had the market for up-to-date vans to itself for years, during which the word Transit became virtually synonymous with van.
Today's van market is an altogether more sophisticated place, with genuinely good products available from the leading European manufacturers. The new Transit will increasingly have to find buyers on its merits—a blue oval on the bonnet is no longer enough on its own.
Ford is at pains to point out that there is, and will be, only one new Transit. There will be low ones and tall ones, short ones and long ones, but there won't be a Transit front-wheeldrive model or a Transit rear-wheel-drive model. You will choose the size and payload you need from your Transit, and Ford will provide it with the appropriate driveline.
That said, only versions with rear-wheel drive will be available until the range expands later in the year. At about the same time, the Transit will become a true-Brit product when the Southampton workers return from their annual shutdown.
But for now, the range consists of vans with medium or long wheelbases and medium Or high roofs, each available with a 3.3 or 3.5tonne GVW. Add in the choice of three ratings for the 2.4-litre direct-injection turbo-diesel74, 89 or ii8hp—and you've already reached two dozen variations.
But there's more: a range of chassis-cabs, with single or double-cabs and single or double rear wheels, adds another 16 versions. Then there's the "One-Stop" range of off-the-shelf dropside, tipper, curtainsider and box van models... that's another 22! And let's not forget the seriously long options list. By the time shortwheelbase and 2.o-litre transverse turbo-diesel, front-wheel-drive versions are added, the Transit range is set to be fairly comprehensive.
For now, though, let's concentrate on one. Our test van is from the upper end of the D
range, with a long wheelbase, a medium high roof and the highest rated "12oPS” ir8hp engine. The only bizarre point of an otherwise well-specced van was the fitting of the optional 5 .13:1 "towing" final drive ratio, but more of that later.
PRODUCTIVITY
This first Transit of the new generation came to us with less than 3.000 miles on the clock. This may well have been a factor in the laden fuel consumption of 26.7mpg which, although acceptable, is eclipsed by much of the competition. Ford could well cite the short diff ratio as a factor, but we will have to wait for a future test to establish if this is indeed the case, or whether the increased effort to get the higher geared version off the line will have a negative effect.
Our first attempt to run at the full 3,500kg GVW saw us having to move the load rearwards to eliminate a front-axle overload, but we got there in the end. Transit's net payload of 1,552.kg is at the top of the class for a van with this wheelbase. However, Ford's 3.75m long wheelbase is shorter than some other makers' long wheelbases, so if it's outright volume you need you'll have to look elsewhere—at least until a promised Jumbo version appears.
The rear doors, which already had a tendency to rattle over poor surfaces, initially open to 900 with easy-to-operate push-buttons releasing them for the next 9o°: 2700 doors are available as an option. The rear bumper incorporates a Convenient step giving easy rear access, while the side loading door is a generous 1,275mm wide—more than enough for a pallet.
A wide selection of bulkhead types is available. Ours came with the "1-shaped" layout, comprising a "half-height" bulkhead (which actually comes up to around seat cushion level) and a half-width mesh screen behind the driver. With the high-back seats, nothing larger than the smallest of parcels could get through.
The van comes with a reasonably sized over-cab storage space, but there's no lining on its floor so the contents are liable to rattle or slide. The main load floor was covered with the optional fully fitted rubber mat. Neat recessed lashing points are fitted to the floor, and there are also some lateral tie-downs on the bulkhead.
When the time comes for the next round of industry awards for van security, Ford's top brass had better get their black ties ready. An impressive list of features is headed by new fully integrated locks with no rods or cables to be manipulated. Unglazed rear doors are standard, although our example came with the nocost option of bonded-in glass. Remote keyless entry is standard; it features separate unlocking buttons for cargo and cabin access but a single button locks everything.
The package is only let down by the fact that while only the driver's door can be unlocked with the key, the remaining key holes are blanked off rather than not being there in the first place. The ignition key is also needed to open the bonnet.
ON THE ROAD
The first thing you notice when starting the Transit is the brief delay when the ignition switch is turned, presumably while the electronics have a quick look around.
The pedals are well placed, and the fly-bywire throttle no longer needs to make an appointment with the engine—response is near enough instantaneous. The gear change is excellent, described by one of our drivers as the best change of any light commercial ever.
The new Transit still isn't the quietest of vans but at least the new engine produces a better quality of noise than the old one. More disconcerting is the tendency, at motorway speeds in some wind directions, for the top edges of the cab doors to actually get sucked away from their seals momentarily...this does nothing to help the already noticeable wind noise.
When we first drove a new Transit, around Ford's challenging test track at Lommel, in Belgium, we were impressed by the chassis' behaviour. Having driven it on UK roads that view has not changed. The steering feels a little dead around town but is transformed at higher speeds to be very sharp and precise. Handling is generally neutral and it's difficult to provoke any untoward reaction in normal driving conditions.
If you try hard enough when empty, traction can be compromised, but it's generally good, and pushing too hard on slippery surfaces will eventually lead to nothing more than a little safe understeer.
Although reasonable on most surfaces, the ride is no magic carpet and the suspension does tend to crash out on rougher surfaces. It also displays some nervousness in motorway crosswinds.
Most of our driving of the Transit was carried out at around 2,500kg, and performance at this weight is quite adequate. But add the final tonne and things don't look so good. Power delivery from the new DuraTorq engine is certainly smooth, with no hint of turbo lag or surge, but there just doesn't seem to be righp worth of it. Maybe we were unlucky in having a particularly tight engine, but on our M2o test hill the fully laden Transit was unable to maintain 70 mph, dropping back to 63mph, where it stabilised.
At the proving ground, acceleration figures were also off the pace and it only just managed to restart on the 25% (I-in-4) hill thanks to more clutch slipping than any reasonable driver would use in real life. And this was with the 5.13:1 ratio—goodness knows how it would manage with the "Economy" 4.63:1 diff. There was also a strange lack of grunt at tickover, leading to a tendency to stall rather
too easily when trying to manoeuvre gently.
Fortunately the handbrake coped better on the hills, holding easily on the 33% (r-in-3) slope in both directions. The service brakes (vented discs at the front with drums at the rear) were hugely impressive, producing the best emergency stop figures we can recall, and they were just as good in real life.
We would heartily recommend the ABS option, however: with the standard tyres its presence was felt surprisingly frequently, even in the dry.
CAB COMFORT
With the mirrors being mounted on the body and not the doors, door opening is restricted to not much more than 450, limiting cab access to the extent that a large driver on multi-drop deliveries would probably be glad to see the last parcel of the day.
The mirrors themselves manage to improve on the old Transit's excellent items, although the one on the left is partially obscured by the dash and A-pillar.
Outside observers would expect fantastic visibility; sadly much of the glass area, particularly around the A-pillars, is a stylists illusion. But, styling tricks notwithstanding, visibility is pretty good, assisted by the deep front side windows which almost allow you to see the right front wheel!
The curious reverse-angle rear edge to the side window, apparently inspired by the late and unlamented Anglia, also aids visibility, even if it does contribute to something of a stylistic mess at the top rear corner of the cab
doors, with body seams apparently coming from all directions.
We can easily believe Ford's claim that many professional drivers were Invited to help with the cab design—there really is very little to criticise. Compared with the first (left-hand-drive) Transit we drove, the driving seat of this UK model has a much more supportive cushion. The seat is extremely comfortable, with the cushion being adjustable for height front and rear, and thus overall height and the backrest adjustable by a hand wheel. The seat also has a folding arm rest on the left, but its non-adjustable angle is a bit steep for comfort.
The passenger seats are also well shaped and comfortable; all three occupants get proper lap and diagonal seat-belts which are height adjustable on the outer seats. Our van came with the optional passenger airbag; a driver's bag comes as standard. The seats are trimmed in a pleasant grey cloth while the rest of the cabin is a harder grade plastic and contains more visible painted metal than you might expect of an all-new design.
The plinth-mounted handbrake is within easy reach, while the gear lever is reminiscent of the old Sprinter in length, if not in shape, making cross-cab access an athletic event.
An excellent heater has three simple controls, which will be familiar to Monde° owners. The heat distribution knob has a rather coarse feel, while the control for the threespeed fan turns left for recirculated air, right for fresh air and pushes in for air-conditioning. One criticism we do have concerns the central air vents which are offset to the left, a long way from the driver, who ends up with one side cooler than the other.
Facing the driver is an instrument panel containing large, clearly marked dials includ ing temperature and fuel gauges and, in this case, the optional rev counter. To the right of the dash is the simple rotary headlamp switch and levelling control, together with the electric mirror adjustment. Below the heater controls, an auxiliary switch panel includes controls for mirror heating and the excellent optional "Quickclear" heated windscreen.
A non-adjustable steering column carries sturdy-feeling stalks that control lights, wipers and indicators. The wipers leave an annoying unswept patch around 75mm wide next to the driver's side A-pillar. The fact that the intermittent wipe starts with a pause is also irritating, and while driving on dipped beam, giving a quick flash all too easily results in selecting main beam.
The hazard warning switch is on the dashboard within an easy finger's reach of the wheel. The central dash is angled slightly towards the driver and is topped by a large pocket with room for a clipboard or A4 folder. There's a digital clock in the top centre of the rbsh, with a mobile phone bin to its left.
Lower down is the audio housing, in this case home to the optional Ford 60cro RD S radio/single-disc CD unit, with smoking facilities and a drop-down drinks holder at the bottom. Unfortunately use of the drinks holder is incompatible with triple occupancy of the cab.
Storage includes large bins in both doors, each more than capable of housing a large collection of atlases and a two-litre drinks bottle. There's a small amount of storage space under the driver's seat, while the wheelchanging kit lives behind a panel in the driver's step well.
On the dash top in front of the passenger is a deep tray; lower down you'll find a reasonably sized drop-down glove box. However none of the storage spaces has any non-slip surfacing, leading to a bit of relocation during enthusiastic manoeuvres.
Unlike Ford's Mondeo-driving rep clients, Transit drivers don't get a pen holder and the better-dressed Transit driver will be disappointed to find no coat hooks: not all van drivers wear Tommy Haflinger shirts and backto-front baseball hats.
Both sun visors are large, with a screen printed panel between to fill the gap. They include document holders but no vanity mirrors, so you'll just have to apply your make-up before leaving home. There are two interior lights in the cab and two more in the load space. The electric windows feature one-touch down, but not up, and retract fully despite their considerable height.
SUMMARY
If this test gives the impression of being unduly harsh, remember that the new Transit is the result of years of development from a clean sheet by one of the planet's biggest manufacturers. Given this background, and the importance of the market, nothing less than rrao% achievement is enough. We think it falls a little short of this target.
A truly outstanding chassis and excellent packaging only serve to highlight the comparatively disappointing engine, which is only partially disguised by that dragster diff ratio.
In terms of performance, economy and noise, it is merely adequate where it should be exceptional, and should perhaps be best judged as a stop-gap until Ford feels the market is ready for common-rail (or vice-versa).
The new Transit doesn't just have to compete in today's market—given current product cycles it's going to be around for most of the new millennium's first decade. You can be sure that new products from Mercedes, VW, GM/Renault, the Sevel partnership and even LDV/Daewoo are already at various stages of readiness on their CAD screens—some are already in the metal—and it is against these newcomers that the Transit will be fighting for much of its life.
The new Transit is a good product: only time will tell Wit matures into a great one.